Brake-rigging.



w. GwPRIGE. BRAKE RIGGING.

APPLICATION FILED MAB. 2. 1910.

'- ented June 10, 1913.

2 SHEETS-SHEET l.

INVENTOR- g Lic-I L/ 7 m BUY/ WITNESSES.

c i L %t W. G. PRICE.

BRAKE RIGGING.

APPLICATION FILED MAR.2.1910.

1 064,249, Patented J ne 10, 1913. 2 SHEETS-SHEET 2.

FIG.2

- INVENTOR.

WKTED WILLIAM some rnrcn, or new cas rate, rn'imsrstvaii iri.

stealth-mediate.

that the faces of the brake-shoes bear in contact at all points with the tread of the wheel 'and release at all points from the tread of thewheel, and are prevented from dragging on the wheels.

A further object is to provide friction means for causing to operate an automatic brake slack adjuster.

To these ends my invention comprises, generally stated, in conjunction with a suitable truclnthe wheels and the other parts going to make up such a structure, of a brake-beam, shoes supported thereby,-' a brake-lever fulcrum connected tosaid brakebeam, a brake-lever, links connected to one end of said brake-lever fulcrum, and the opposite end supported by the truck, said links being yieldinhu/ mounted to move vertically or in any;pdsiti'iiiiconvenient to resist therotation of the b mike-beam dnits hangers, as a pivot.

In the drawings, Figure 1 is aside elevation of the truck partly in sectiongshowing my invention applied thereto; Fig. 2 is a plan view of a portion of the truck; Fig. 3 is an enlarged section on the line 3 3, Fig. 2; and Fig. i is a modified forznof my in- VQIIlZlOIl.

In the drawings the numeral 2 designates a suitable truck provided with wheels 3, axle-boxes 4, the transoms 5, and other necessary parts which go to make up a truck of this character. Secured to the transoms 5 by the bolts 7 is the spring-plate 8 which Specification of Letters Patent.

Application filed Harsh 2, 1910. Serial Ito. 546,844.

Patented June in, 1913.

" on the bolt for the purg ose fully hereinafter set forth. The opposite ends of the links 9 are connected to'the outer ends of-the brakebeain fulcrunis 14-. The coiled springs 15 surround the bolts 16 which connect the up per ends ofthe links 9, and said springs are interposed between one of the links 10 and the nut 17 on the bolts 16.

Brake-beams 18 are connected to the brake-beam fulcrums 14: and said brake.

the bolt. 25 to' the movable member 26 of the suitable automatic slack adjuster 27. Any suitable form of automatic slack adjuster may be employed, and it is not deemed necessary to illustrate the same in detail, but such slack adjuster may be found illu trated and described inhetters Patent of the United States No. 951,511, granted-the 8th day of March, 1910, ted/Vin. K. ?Price. The

upper end of the lever 6 is brake-rod 28.

The dead-lever 29 is connected by the bolt 30 to themember 31 of the slack-adjuster 27. The upper end or" the dead-lever 29 is held within the guide-bracket tween the bolts 29*.

When my invention is in use the springplate 8 acting through the links 9 and brakebeani fulcrum 14 supports the brake-beams against rotation and so holds the shoes in proper position in alinement with the tread of the wheels as to properly conform there to when in the released position and not to drag at any point on the wheels. When the brake-shoes are forced against the wheels by the application of the brakes, the resiliency of the plate 8 will permit the brake-beams and shoes to rotate on the hangers 21 to the position required for the shoes to fit or lie in alinemcnt with the treads of the Wheels, thus insuring the greatest efficiency from connected to the -the frictional contact of the shoes with the wheels. When the automatic slack-adjuster is employed, the friction caused by the springs 11 creates suiiicient resistance to re tard the movement of the brakebeains and li'lil shoes away from the wheels so that when the brake-rod 28 moves toward the bolster when the brakes are released, the live-lever does not move away from the wheel at the point where itis attached to the brake-beam fulcrum and the lower end of the live-lever is caused to move toward the wheel, thus pulling the member 26 of the slack-adjuster 27 outwardly, which permits the said slack-ad juster to take up the slack, if any, due to Wear of the brake-shoes.

In Fig. 4 I have illustrated my invention in connection with brake-rigging in which the automatic slack-adjuster is omitted and the solid bar 35 connects the lower ends of the live and dead-levers. I have further modified the construction illustrated in Fig. 1 by the employment of the curved spring members 36 which are'secured by bolts 37' to the truck-frame. These spring members are connected to the links 37 at their upper ends by means of the bolts 38, while bolts 39 connect the lower ends of the links 37 to the brake-beam fulcrum 40. Otherwise the construction is the same as that illustrated in Fig. 1. The operation, however, will be the same, the only point of difference being that there is no automatic taking up of the slack due to the wear of the brake-shoe.

It is apparent that the above construction may be modified or changed in many ways without departing from the spirit of my invention, and I do not wish to-limitmyself in any sense to the construction illustrated and described. r

What I claim is: I

1. In brake-rigging, the combination with a suitable truck-frame, and wheels, of a brake-beam supported thereby, brake-shoes, a brake-beam fulcrum connected to said brake-beam, vertically yielding pivotally mounted links supported by said truck- .frame, and pivot-ally connected to said brake-beam fulcrum, means at said pivotal crating mechanism. v

2. In brakerigging, the combination with suitable trucloframe and its wheels, of a friction producing points, and brake opbrake-beam supported thereby, brake-shoes,

a brake-beam fulcrum, vertically yielding linksupported by said truck-frame, pivotal bolts connecting said link to said truck frame and to said. brake-beam fulcrum, frie tionalsprings on said bolts, and brake 0p 7 crating mechanism.

3. Inbrake-rigging for car trucks, the combination. with suitable truck-frame and its wheels of a brake-beam supported there by, brake-shoes, a brake-beam fulcrum, a link spring supported by said truck-frame,

I pivotal bolts connecting said link to said truck frame and to said. brake-beam fulcrum, friction producing springs on said bolts, and brake operating mechanism.

4. In brake-rigging, thecombination with a suitable truck-frame and its wheels, of a brakebeam supported thereby, brake-shoes, a brake-beam fulcrum, a yielding friction producing link connecting the brake-beam fulcrum to the truck-frame, a slack-adjuster,

the yielding friction producing links acting with the slack-adjuster to take up the slack of the brake shoes.

In brakerigging, the combination with a suitable truck frame and its wheels, of a brake beam supported thereby, brake-shoes, a brake-bcam fulcrum, a spring supported friction producing link connecting the brake-beani fulcrum to the truck frame, an automatic slack-adjuster, the spring supported friction producing link acting with the automatic slackadjuster to take up the 

